High-power oil-returning piston



J. H. STACKHOUSEIk HIGH POWER OIL RETURNING lPISTON.

APPLxcATloN FILED Nov. 16, 1920.

1,432,799, Patented Ot. 24, 1922,

4 IlllllmlllIllIllllll 5 I N VEN TOR.

Patented @ch 2li, ilQtZZ. I

NETE@ STATS mais@ Parana @aerea JOHN H. STACKHOUSE, OF DENVER, COLORADO,ASSIGNOR OF ONE-HALF TO JAMES M.

`OFFICER, OF DENVER, COLORADO.

. HIGH-POWER OIL-RETURNING PISTON.

Application filed November 16, 1920. Serial No. 424,349.

To all whom t 'may concer/n:

Be it known that I, JOHN H. STAoKHoUsE,

' a citizen of the United States, residing at the city and county ofDenver and State of Colorado, have invented certain new and usefulImprovements in High-Power Oil- Returning Pistons; and I do declare thefollowing to be a full, clear, and exact description of the invention,such as will enable others skilled in the art to which it appertains tomake and use the same, reference being had-to the accompanying drawings,and to the characters of reference marked thereon, which form a part ofthis specification.

My invention relates to improvements in oil-returning pistons moreespecially adapted for use in connection with internal combustionengines. The main object of my improvement is to prevent the lubricatingoil from the crank case from passingthe piston and entering the firingor combustion chamber of the cylinder. Great difficulty is experienced,as is well known by those familiar with these matters, due to thepassage of lubricating oil from the crank case into the combustion orfiring chambers of the cylinders, producing carbon and necessitatingthat the cylinders be cleaned at comparatively short intervals and atconsiderable expense. Further, the burning of the lubricating 'oilwithin the cylinders produces a rather heavy smoke which passes from themachine through ing the atmosphere in the'vicinity ofv the car. y

Heretofore many efforts have been made to overcome thisdifliculty,`but,so far as I am aware, these efforts have been along theline of specially constructed piston rings.

My improvement consists in providing the piston with a chamber, and inperforating the bottom of' one or more of the piston ring grooves, sothat the lubricating oilwill pass through these perforations into thechamber of the piston, thus making it impossible for the lubricating oilfrom the crankfcase to enter the firing chamber of the cylinder. I have'discovered that the lubricating oil, in passing the piston` does notmove outside of the rings but underneath the piston rlngs. In otherwords, it works under the piston rings and through the grooves on itsway to the firing chamber.` ence, by perforatingy one or more of thesegrooves, this oil,

the exhaust, contaminat-Y in its effort to pass through the groove, willenter and pass through' these perforations into the chamber of thepiston.

While ordinarily one perforated groove of the piston will be sufficient,it must be understood that the invention is not limited to a singleperforated groove since as many may be employed as desired, or as may befound necessary in any particular case or under special conditions.

I prefer that the perforated groove shall be well removed from theVfiring chamber extremity of the piston in order to prevent thepossibility of any loss of pressure in the firing or compression chamberduring -the outward or compression stroke of the piston. At the bottomor inner extremity of the chamber of the piston, I form a perforationIto allow the oil which enters the said chamber, to pass out and come incontact with the inner extremity of the connecting rod or pitman, whereit is connected with the piston. Hence, this oil will serve to lubricatethe connecting rod and crank pin, the surplus passing back into thecrank case.

Having briefly out-lined my improvement. I will proceed to ldescribe thesame in detail, reference being made tothe accompanying drawing, inwhich is illustrated an embodiment thereof. In this drawing:

Figure 1 is an elevation of my-improved piston, illustrating also theconnecting rod. In this view, two of the piston-rings are partly brokenaway, in order to disclose the perforated bottoms of the grooves inwhich these rings are located;

I 'Figure 2 is a sectional view of the same structure.

The same reference characters indicate the same parts in all the views.Let the numeral 5 designate my improved piston which, as shown in thedrawing, is closed at its outer end, which is slightlyconcaved, as shownat 6. This, I believe, to be the preferable form of construction. Belowthe outer concaved extremity of the piston,

results.

rode rl`he object of this perforation is to allow any oil that mayaccumulate in the chamber to pass out of the said chamber and come incontact with the inner extremity of the rod l2, whereby this extremityis lrept well lubricated.

is shown in the views. the piston is ypro-- vided with four rings let,which occupy grooves 15,'ivhich may be of ordinary construction exceptthat their bottoms are perforated to allow the lubricating oil, whichyotherwise would pass the piston into the tiring 'chamber of thecylinder, to pass through the perforations into the chamber 'Z andthence through the perforation 13', as heretofore explained. 'tnysurplus of oil which is not required for lubricating the pis= ton rodwhere it is connected with the piston, will return to the cranh case.

lt 1s evident that any desired number of ,grooves and corresponding.piston rins may be employed, and while two perforated grooves areillustrated, l believe that under ordinary circumstances one perforatedgroove will be suicient, and it is preferred that the perforated groovebe as far removed as practicable from the outer or firing ertremity ofthe piston. lt should also be explained that the manner of connectingthe piston rod with the piston is entirely immaterial, since anypracticable manner of forming this connection will suice. llhe broadidea, as lbbelieve, of the invention is the perforation of the bottom ofone or more i ,tsar

of the piston into said chamber, the latter having a drain'port to allowthe oil in the chamber to' return to the crank case.

2. l combination with a piston and its connecting rod, the piston havinga transverse diaphragm forming a chamber closed at its outer end andported at its inner errtremity adjacent the upper end of the connectingrod, one or more of the 'piston ring grooves above said diaphragm havingits bottom perforated to allow oil to pass into said chamber.

3. i iston having a head, a connecting rod having a pivotal connectionwith said piston, a diaphragm located within said piston between saidhead and said connecting rod whereby a chamber is formed in said pistonabove the connecting rod pivot an intermediate annular groove in theexternal surface of said piston and above the upper surface of saidydiaphragm, a plurality of,

perforations extending from the inner wall of said groove into saidchamber, and an opening in said diaphragm so located with respect to theconnecting rod Jivot that 'oil which enters through the a oresaidperforations will serve to lubricate the connecting rod pivot.

t. A. piston havin a head, ay connecting rod having a pivota connectionwith said piston, a diaphragm located within said piston between saidhead and said connecting rod whereby a chamber is formed in said pistonabove the connecting rod pivot, a plurality of annular grooves, for thereeeption of piston rings in the external surface of said piston andabove the upper surface of said diaphragm, a plurality of perforationsextending from the inner wall of the lower one of said grooves into saidchamber, an opening in said diaphragm, so located with respect to theconnecting 'rod pivot that f oil which`enters through the aforesaidperorations will serve to lubricate the connecting rod pivot, and apiston ring below said In testimony whereof l affix my si ature.

JOHN H. STACKHO SE.

